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The recently proposed NASA and ESA missions to Saturn and Jupiter pose difficult tasks to mission designers because chemical propulsion scenarios are not capable of transferring heavy spacecraft into the outer solar system without the use of gravity assists. Thus our developed mission scenario based on the joint NASA/ESA Titan Saturn System Mission baselines solar electric propulsion to improve mission flexibility and transfer time. For the calculation of near-globally optimal low-thrust trajectories, we have used a method called Evolutionary Neurocontrol, which is implemented in the low-thrust trajectory optimization software InTrance. The studied solar electric propulsion scenario covers trajectory optimization of the interplanetary transfer including variations of the spacecraft's thrust level, the thrust unit's specific impulse and the solar power generator power level. Additionally developed software extensions enabled trajectory optimization with launcher-provided hyperbolic excess energy, a complex solar power generator model and a variable specific impulse ion engine model. For the investigated mission scenario, Evolutionary Neurocontrol yields good optimization results, which also hold valid for the more elaborate spacecraft models. Compared to Cassini/Huygens, the best found solutions have faster transfer times and a higher mission flexibility in general.
The downsizing of spark ignition engines in conjunction with turbocharging is considered to be a promising method for reducing CO₂ emissions. Using this concept, FEV has developed a new, highly efficient drivetrain to demonstrate fuel consumption reduction and drivability in a vehicle based on the Ford Focus ST. The newly designed 1.8L turbocharged gasoline engine incorporates infinitely variable intake and outlet control timing and direct fuel injection utilizing piezo injectors centrally located. In addition, this engine uses a prototype FEV engine control system, with software that was developed and adapted entirely by FEV. The vehicle features a 160 kW engine with a maximum mean effective pressure of 22.4 bar and 34 % savings in simulated fuel consumption. During the first stage, a new electrohydraulically actuated hybrid transmission with seven forward gears and one reverse gear and a single dry starting clutch will be integrated. The electric motor of the hybrid is directly connected to the gear set of the transmission. Utilizing the special gear set layout, the electric motor can provide boost during a change of gears, so that there is no interruption in traction. Therefore, the transmission system combines the advantages of a double clutch controlled gear change (gear change without an interruption in traction) with the efficient, cost-effective design of an automated manual transmission system. Additionally, the transmission provides a purely electric drive system and the operation of an air-conditioning compressor during the engine stop phases. One other alternative is through the use of CAI (Controlled Auto Ignition), which incorporates a process developed by FEV for controlled compression ignition.
The utilisation of vehicle-oriented gasoline in general aviation is very desirable for both ecological and economical reasons, as well as for general considerations of availability. As of today vehicle fuels may be used if the respective engine and cell are certified for such an operation. For older planes a supplementary technical certificate is provided for gasoline mixtures with less than 1 % v/v ethanol only, though. Larger admixtures of ethanol may lead to sudden engine malfunction and should be considered as considerable security risks. Major problems are caused by the partially ethanol non-withstanding materials, a necessarily changed stochiometric adjustment of the engine for varying ethanol shares and the tendency for phase separation in the presence of absorbed water. The concepts of the flexible fuel vehicles are only partially applicable in the view of air security.
Energiebilanzen und -potenziale von Abwasseranlagen : Vorstellung neuer Untersuchungsvorhaben in NRW
(2010)
Solar sails provide ignificant advantages over other low-thrust propulsion systems because they produce thrust by the momentum exchange from solar radiation pressure (SRP) and thus do not consume any propellant.The force exerted on a very thin sail foil basically depends on the light incidence angle. Several analytical SRP force models that describe the SRP force acting on the sail have been established since the 1970s. All the widely used models use constant optical force coefficients of the reflecting sail material. In 2006,MENGALI et al. proposed a refined SRP force model that takes into account the dependancy of the force coefficients on the light incident angle,the sail’s distance from the sun (and thus the sail emperature) and the surface roughness of the sail material [1]. In this paper, the refined SRP force model is compared to the previous ones in order to identify the potential impact of the new model on the predicted capabilities of solar sails in performing low-cost interplanetary space missions. All force models have been implemented within InTrance, a global low-thrust trajectory optimization software utilizing evolutionary neurocontrol [2]. Two interplanetary rendezvous missions, to Mercury and the near-Earth asteroid 1996FG3, are investigated. Two solar sail performances in terms of characteristic acceleration are examined for both scenarios, 0.2 mm/s2 and 0.5 mm/s2, termed “low” and “medium” sail performance. In case of the refined SRP model, three different values of surface roughness are chosen, h = 0 nm, 10 nm and 25 nm. The results show that the refined SRP force model yields shorter transfer times than the standard model.
In der Vergangenheit basierten große Systemintegrationsprojekte in der Regel auf Individualentwicklungen für einzelne Kunden. Getrieben durch Kostendruck steigt aber der Bedarf nach standardisierten Lösungen, die gleichzeitig die individuellen Anforderungen des jeweiligen Umfelds berücksichtigen. T-Systems GEI GmbH wird beiden Anforderungen mit Produktkerneln gerecht. Neben den technischen Aspekten der Kernelentwicklung spielen besonders organisatorische Aspekte eine Rolle, um Kernel effizient und qualitativ hochwertig zu entwickeln, ohne deren Funktionalitäten ins Uferlose wachsen zu lassen. Umgesetzt hat T-Systems dieses Konzept für Flughafeninformationssysteme. Damit kann dem wachsenden Bedarf der Flughafenbetreiber nach einer effizienten und kostengünstigen Softwarelösung zur Unterstützung Ihrer Geschäftsprozesse entsprochen werden.
Beim Ausbau nachhaltiger, regenerativer Energieversorgung hat die Umwandlung von organischer Biomasse in Biogas ein großes Potential. Der zugrundeliegende, komplexe biologische Prozess wird noch immer unzureichend verstanden und bedarf systematischer Untersuchungen der Prozessparameter, um einen hohen Ertrag bei guter Gasqualität zu ermöglichen. Die Fragestellungen zur Entschlüsselung des Prozesses sind sowohl verfahrenstechnischer als auch mikrobiologischer Natur. Aus mikrobiologischer Sicht ist die Kenntnis der tatsächlich beteiligten prozesstragenden Mikroorganismen von erheblicher Bedeutung, aus verfahrenstechnischer Sicht die Kenntnis der physikalischen und chemischen Faktoren, welche die mikrobiologischen Prozesse und kontrollieren. Im Zusammenspiel aller dieser Parameter wird die Biogasbildung befördert oder behindert, bis zum Abbruch des Prozesses.
Eine mögliche Kontrollmethode ist die Messung der metabolischen Aktivität prozesstragender Organismen.
Diese soll, beruhend auf fundierten Prozessdaten, gewonnen durch eine Parallelanlage, mit einem lichtadressierbaren potentiometrischen Sensor-System (LAPS) realisiert werden. Dieser Sensor ist in der Lage, pH-Wert-änderungen zu detektieren, die durch den Stoffwechsel der auf dem Chip immobilisierten Organismen hervorgerufen werden, um eine Online-Überwachung von Biogasanlagen zu ermöglichen.
Hydrostatic propeller drive
(2011)
Kompakter Aufbau eines lichtadressierbaren potentiometrischen Sensors mit verfahrbarem Diodenlaser
(2011)
Air-sand heat exchanger
(2011)